Propelling system for boats



March 30, 1965 A. H. PETTERSON 3,175,530

PROPELLING SYSTEM FOR BOATS Filed Jan. 24, 1962 5 Sheets-Sheet 1 INVENTOR.

ADOAF I a-AMER zrrzlesozv March 30, 1965 A. H. PETTERSON 3,175,530

PROPELLING SYSTEM FOR BOATS Filed Jan. 24, 1962 5 Sheets-Sheet 2 w Ava/1 239 March 30, 1965 A. H. PETTERSON 3,175,530

PROPELLING SYSTEM FOR BOATS Filed Jan. 24, 1962 5 Sheets-Sheet 5 INVENTOR.

AQOAF #[AMZA PETI'ERSO/V 6f ATTOR/VEYG March 30, 1965 Filed Jan. 24, 1962 A. H. PETTERSON 3,175,530

PROPELLING SYSTEM FOR BOATS 5 Sheets-Sheet 4 ATTOR/V'YS March 30, 1965 A. H. PETTERSON 3,175,530

PROPELLING SYSTEM FOR BOATS Filed Jan. 24, 1962 5 Sheets-Sheet 5 INVENTOR.

A004; 1/52/5159 PA'TTIRSO/V ATTOR/VA'VS United States Patent 19 Claims 01. 115-41 This invention relates to a propelling system for boats and more particularly to a propelling system having an inboard motor and an outboard drive which are rigidly interengaged to form a unitary assembly that is swingable in all directions about a pivot center located adjacent an opening in the stern board or transom through which the assembly passes.

The broad objects of this invention are to provide a compact propelling system which utilizes the advantages of an inboard motor (higher horsepower and more efficient engines) and combines them with the advantages of an outboard drive (easier and more sensitive steering, shallow water navigation and simplified mooring), which is simply yet sturdily mounted through an opening in the transom to facilitate universal movement about a center adjacent the opening, which has a compact V-drive especially adapted for use in the combination to substantially reduce horsepower losses normally present in the gearing of similar inboard motors having outboard drives, which permits substantial weight reductions over similar inboard motors with outboard drives, which includes a simple and eflicient reversing gear drive to eliminate horsepower losses when the boat is moving forward and which is less noisy than conventional outboard drives.

The invention is practiced by rigidly interconnecting an inboard motor to an outboard drive which includes a particular gear drive especially adapted for use in combination with a pull-type screw propeller. The unitary assembly is mounted for universal movement about a center which lies immediately adjacent an opening in the transom through which the unit passes. The outboard drive includes a drive shaft that is directly connected to the motor and to a propeller shaft, the drive shaft being obliquely positioned with respect to the bottom of the boat to extend downwardly and rearwardly through the transom. The drive shaft intersects the propeller shaft at an oblique angle below the water level to facilitate a greatly simplified and efficient forward and reverse transmission. A particular one-way clutch is incorporated in the reverse drive to eliminate idling rotation and accompanying horsepower losses when the boat is propelled forward. Since the motor, drive shaft and propeller shaft are universally swingable as an assembly, a substantial reduction in gearing is realized.

In the drawings:

FIG. 1 shows the overall combination of an inboard motor and outboard drive according to the instant invention.

FIG. 2 is an enlarged cross section taken from FIG. 1.

FIG. 3 shows a crank connection used in conjunction with a gear shifting lever and locking pin which are actuated when the transmission is reversed.

FIG. 4 is an enlarged elevation showing the mounting brackets.

FIG. 5 is a cross section taken along the lines 5--5 3,175,530 Patented Mar. 30, 1965 of FIG. 1 to show the details of the gear shifting lever mounting.

FIG. 6 is an enlarged cross section of the gear drive located in the propeller unit housing.

FIG. 7 is a cross section along the lines 7-7 of FIG. 6 and shows the one-way clutch in its engaged reverse drive position.

FIG. 8 shows the one-way clutch of FIG. 7 in its disengaged position.

FIG. 9 is a cross section taken along the lines 99 of FIG. 6 and is similar to FIG. 5 showing the connection bletgveen the shifting lever, the shifting fork and the drive s a t.

Referring in more detail to the drawings, FIG. 1 shows the stern of a boat having a bottom 10, a stern board or transom 12 and a side member 14. In the lower portion of the stern board is an opening 16 through which the outboard drive 18 passes. That portion of the opening 16 which is not occupied by the drive 18 is closed by an annular sealing ring 20 which may be a rubber bellows or the like held in place by retaining rings 22 and 24.

The unitary inboard motor and outboard drive comprises a motor indicated generally at 26, preferably a six-cylinder lightweight aluminum engine, which is rigidly connected at 23 to the outboard drive 18. The outboard drive includes a drive shaft housing 30 and propeller unit housing 32 which are rigidly interconnected. The outboard drive has a cavitation plate 34, a vertical stabilizing fin 36 and a propeller 36. At the rear of the propeller housing is an exhaust port 40 associated with an exhaust duct 42 which extends within the drive shaft housing 30 and is connected to exhaust manifold 44 through exhaust pipe 46. Also included within the pro peller unit housing 32 is a V-drive transmission 48 having a forward drive 50 and a reversing drive 52 which are selectively engaged by a clutch 53 actuated by shifting lever 54 and shift rod 56 in a manner as will be more apparent from the details relating to FIG. 6. Drive shaft 49 directly connects the motor 26 to the transmission 48. At the base of the drive shaft housing is an intake port 58 for cooling water which is carried by water hose 60 to a water pump (not shown) on the engine 26.

As previously noted the unitary assembly is mounted for universal movement and to this end a cardanic suspension 62 supports the unitary assembly on the transom 12 for pivotal movement in a vertical plane and a plane perpendicular to the vertical plane on axes that intersect at center 64 adjacent the opening. Vertical movement to raise and lower the outboard drive is facilitated by means including bracket 66, line 68, pulley and crank 72. Included in the line 68 is a tensioning spring 74 which absorbs shocks when the propeller inadvertently encounters an obstruction, such as a submerged log or the like. With the unit in the position shown in FIG. 1 steering of the boat is accomplished by swinging the assembly about a vertical axis passing through the center 64. Swinging around the vertical axis is accomplished by a steering means including bracket 76 suitably secured to the unitary assembly and moved by a line 7 8 connected to a steering wheel (not shown) through pulley 79 in a manner conventional to outboard drives. A steering line and pulley arrangement for steering in 30 is pivoted upwardly during navigation in shallow water or during mooring. Suitable connections to gas lines or batteries may be accomplished by any convenient means at 84.

FIG. 2 is a cross section elevation showing the details of the mounting and the cardanic' suspension 62. As

previously noted the engine 26 is rigidly interengaged with the outboard drive 18 by screws or other suitable means 86 and the drive shaft 49 is directly connected to a the engine through crankshaft 47. Drive shaft housing 30 and propeller unit housing 32 are rigidly fastened together by screws 88. The mounting means includes an-' nular baseplate 90 having an integral sleeve 92 extending partway through the opening in the transom. A

sleeve 94 on the outside of the transom 12 extends partially within opening 16 and has a peripheral flange 96 for engaging the exterior of the transom through a suitable resilient annular sealing Washer 97. The base plate 9 8 on the inside of the transom is fastened to the sleeve 94 by a plurality of bolts 98 which draw the base plate 90 and flange 9'6 tightly against the transom. Bellows is sealably held to the cylindrical sleeve 94 by retaining ring 22 and is sealably-held to the outboard drive by retaining ring 24. Effective sealing of the bellows may be aided by the bead and groove arrangements 180.

As shown in FIG. 2 a gimbal ring 102 is pivotal on a horizontal axis defined by pivot pin 104 (FIG. 4) and pivot pin 106 (FIG. 1), the pivot pins being fixably supported-on base plate .90 by brackets 108 and 110 respectively. The outboard drive 18 is supported by the gimbal ring 102 on a verticalplane axis perpendicular to the horizontal axis and defined by an upper pivot sleeve 112 and a lowerpivot pin 114. Pivot sleeve 112 interconnects an abutment 116 on gimbal 102 and a pivot bushing 120 in-an' abutment 118 on the outboard drive 18. Lower pivot pm 114 interconnects gi-mbal 182 and a bushing 122 of the outboard drive 18.

Since the propeller 38 is of the pulling type, when the boat is propelled forward the propeller torque tends to pivot the unitary assembly in a clockwise direction as viewed in FIGS. '1 and 2 about the center 64 into engagement with the transom 12. To distribute the torque applied to the transom an upper stop means 126 is located on the base plate 98 to register with abutment 116 on the gimbal. The upper stop means 126 may include an adjustable screw 128 and lock nut 130 for adjusting the trimming position of the propeller 38. Exteriorly of the transom and below the opening 16 therein is a lower stop means 132 which is connected through the transom to the base plate 90 by a bolt 134. Located on the outboard drive is an abutment 136, preferably including a resilient member 137 which registers with stop means 132. Stop means 126 and 132 engage the abutments 116 and 136 substantially in the vertical plane to distribute the propelling forces and eliminate concentrated stress on isolated portions of the transom.

When the boat is propelled rearwardly the torqueon the unitary assembly is counterclockwise as viewed in FIGS. 1 and 2 and tends to swing the engine downward toward the bottom of the boat and the propeller unit upward out of the water. The mounting means therefore has a reverse drive locking mechanism including a locking pin 138 which is axially slidable in the pivot bushing 112 to register with aperture 140 in an extended flange 142 carried on the abutment 126. Looking pin 138 is actuated by a pivoted cam 144 which has an inclined camming surface 146 to engage the lower end of locking pin 138 and cam it upwardly. Pivotcd cam .144 has an actuating arm 148 which may be suitably connected to a conventional shifting control not shown. Pivoted cam 144 is connected by pin 150 to a crank arm 152 shown in FIG. 3 and the crank arm is adapted to actuate the shift rod 56. The clutch 53-is preferably linked with the,

locking pin so that when arm 148 is'rotated about the axis of pin from the position illustrated in FIG. 2 to a reverse drive position, inclined camming surface 146 earns the locking pin 138 upward into opening 1.40 to prevent the unitary assembly from pivoting on its horizontal pivots while crank arm 152 simultaneously rotates in a counterclockwise direction as viewed in FIG. 3 causing shift rod 56 to move downward and pivot shifting lever 54 to engage the reversing drive 52. Locking pin 138 is normally urged downward bybias spring 154 to disengage the locking pin from the extended flange provide a torque bar to eliminate transient surges between the motor and the gear box during shifting and when obstructions are inadvertently hit by the propeller. F16. 4, previously referred to in conjunction with FIG.

- 2; is an enlarged exterior view having a cross section through the stern and showing the horizontal pivot axis 64 defined by horizontal pivot 104, the mounting bracket 108 being integral with or rigidly supported on base plate 90. Flange 142 is adjustably supported on upper stop means 126 by an adjusting mechanism FIG. 5 is a cross section'showing the gear shift rod 56 pivotally connected to shift lever-5 Shift lever 54 acts as a crank for shift pin 162 which pivots shift fork 164 to optionally engage the forward and reversing gear drives in the transmission. Since the gear shifting mechanism is adjacent'the exhaust duct 42 and is located below the water line, suitable seals are provided as at 168 and 168. Shift pin 162 has flattened face portions 163 and which connect the pin 162 to the fork 164 and to the lever 54 for co-rotation. The shift lever 54'i's held in place on pin 162 by a suitable snap ring'178. A removable accessplate 171 to the shifting lever mechanism is provided in the propeller unit housing 32.

FIG. shows the details of a V-drive transmission 48 positioned within propeller housing 32. The transmission includes a drive shaft extension 172 suitably connected to the engine drive shaft 45 by a splined coupling indicated generally at 174. The drive shaft extension 172 is journalled in gear box 175 by needle bearing 176 at its lower end and thrust bearing 178 at its upper end. Suitable drive shaft sealing means 188 are provided. Also included within the transmission 48 is a propeller shaft 182 having a seal 181 and journalled in gear box 175 by thrust bearing 184 and needle'bearing 186. 'Propeller shaft 182 is adapted to be connected'to the drive shaft 49 through forward drive 50 which includes a bevel gear 188 keyed to the propeller shaft 182 and meshing with bevel. gear 190'which is mounted for rotation on the drive shaft extension 1172. Propeller shaft 182is also adapted to be driven by reversing drive 52 which includes bevel gear 192 rotatably supported on drive shaft extension 172; an idler gear 14rotatably mounted on shaft 196, and bevel gear198, rotatably supported on propeller shaft 182. Integral with bevel gear 198 is an inner cylindrical clutch plate 206 in engaged and disengaged positions on the drive shaft extension 172.

Clutch plate 206 is actuated by the shift rod mechanism of FIG. and has an annularfriction ring 208 which registers with a similar friction ring 210 on bevel gear 190 of the forward drive, and clutch plate 206 also has a friction ring 212 which registers with friction ring 214 on gear 192 of the reverse drive. With clutch plate 206 in its lowermost position on the drive shaft extension 172, friction rings 208 and 210 are engaged to actuate the forward drive. With the clutch plate 206 in its uppermost position on the drive shaft extension 172, friction plates 212 and 214 are engaged to actuate the reverse drive through the one-way clutch 202. Positioning the transmission within the acute angle between the obliquely positioned shafts provides extremely compact gearing for both forward and reverse drives. Preferably the acute angle is substantially forty-five degrees to facilitate easy and efiicient gearing as well as adapt the drive for simplified mounting.

Another important aspect of the invention is the oneway clutch 202 incorporated in the reversing drive 52 between the drive shaft 49 and the propeller shaft 182. In the arrangement herein illustrated and described clutch 202 eliminates idling rotation of the reverse drive when the forward drive is engaged. As previously mentioned the clutch includes an inner race 200 integral with gear 198 and an outer race 204 which is keyed to propeller shaft 182. The inner and outer races, 200 and 204 are adapted to be interengaged for co-rotation by coupling means including a plurality of rollers 216 held in place by cage 218. The rollers 216 ride in guides 222 of the cage 218 and are centrifugally thrown out to interengage the inner and outer races when gear 198 is driven above a predetermined speed. The operation of this clutch is best understood from FIGS. 7 and 8, FIG. 7 being the engaged position and FIG. 8 the disengaged position.

The extension of gear 198 forming inner race 200 has a plurality of circumferentially spaced axially extending grooves 224 therein, one for each roller 216. Each groove 224 has a fiat shoulder 232 at one side thereof. Rollers 216 normally rest within grooves 224 in the inner race 200. Cage 218 is normally biased counterclockwise as viewed in FIGS. 7 and 8 by springs 226 connected between race 200 and cage 218 so that slots 222 and grooves 224 register to accommodate the rollers 216. A plurality of centrifugally responsive, friction drag shoes 228 is connected to the cage by a fiat spring 230.

With the forward drive 50 engaged, outer race 204 rotates in the direction shown by the arrow in FIG. 8 and is effectively disconnected from the inner race 200 since rollers 216 lie within grooves 224 and drag shoes 228 do not engage outer race 204. However, when clutch 206 is shifted upwardly on drive shaft extension 172 to engage the reversing drive, inner race 200 rotates in the direction shown by the arrow in FIG. 7. As the speed of rotation increases centrifugal force on the rollers 216 throws them radially outward, out of the grooves 224, and the cage 218 shifts them onto shoulders 232. With the rollers riding on shoulders 232 they are frictionally wedged between races 200 and 204 to establish a driving connection therebetween and thereby rotate propeller 38 in the reverse direction. It is noted that the cage 218 is free to rotate a few degrees relative to inner race 200 against the action of spring 226 as the rollers move out of the grooves 224. Additionally when the speed of rotation of inner race 200 reaches a predetermined value, drag shoes 228 shift radially outwardly under the influence of centrifugal force to engage outer race 204. When the reverse drive 52 is disconnected by shifting clutch 206 and the rotation of inner race 200 subsides, spring 226 causes the cage 218 to rotate in a counterclockwise direction relative to the inner race 200 to position the rollers 216 in radial alignment with the grooves 224 and disengage the driving connection between the races. It will be seen that reverse gear drive 52 has no idling rotation when the forward drive is engaged, resulting in substantial reduction in horsepower losses and noise.

As opposed to a pusher type propeller conventionally mounted rearwardly of the gear box, the puller type propeller is mounted forward of the gear box and therefore screws through substantially less turbulent Water. Additionally, the exhaust port 40 is substantially in axial alignment with the propeller shaft and opens rearwardly to expel exhaust gases into a void in the water created by the propeller and propeller unit housing when the boat is propelled in its forward direction, reducing engine back pressure.

With a unitary inboard motor and outboard drive in combination with the simple V-drive transmission, substantial reductions in horsepower losses and/or weight reductions are realized since only one set of gears is needed to transmit power from the engine to the propeller when the forward drive is engaged. Additionally it is noted that all the gearing between the motor and the propeller is in one compact unit, below the surface of the water during normal operation. Having the gear box below the water surface facilitates easy cooling as well as substantial noise reductions. It has been found that by using the illustrated V-drive transmission in the inboard motor and outboard drive of the instant invention, 20 percent speed increases may be realized over conventional outboard drives having similar inboard engines with the same gas consumption.

I claim:

1. An outboard drive for use with a boat having an inboard motor and a transom with an opening therethrough, said drive having a motor mounting end portion for supporting said motor for co-movement therewith, and a propeller mounting end portion, mounting means for supporting said drive on said transom of said boat for universal pivotal movement about axes closely adjacent said opening, said outboard drive extending downwardly and rearwardly from said motor mounting end portion through said opening when said drive is in its operative position, said mounting means comprising a base plate adapted to be secured to and supported by said transom, a first pair of opposed pivots mounted on said base plate, a gimbal ring pivotal on said first pair of opposed pivots, and a second pair of opposed pivots mounted on said ring perpendicular to said first pivots, said outboard drive being pivotal on said second pair of opposed pivots whereby when said motor is mounted on said drive and said base plate is secured to said transom, said motor is supported on said transom by said drive and said mounting means.

2. In a boat of the type having a transom with an opening therethrough, a motor positioned on a first side of said transom within said boat and a propeller unit positioned outside said boat on the opposite side of said transom, the combination comprising means passing through said opening to rigidly interengage said motor and said propeller unit into a unitary assembly, and mounting means on said boat to swingably support said unitary assembly for universal pivotal movement about axes closely adjacent said opening, said mounting means comprising a base plate adapted to be supported on said transom, a pair of fixed horizontal pivots carried by said base plate, a gimbal ring pivotal on said fixed pivots and a second pair of opposed pivots perpendicular to said fixed pivots and carried by said gimbal ring, said unitary assembly being supported by said second pair of pivots whereby said unitary assembly is swingable in a vertical plane to raise and lower said propeller unit and is swingable in a plane perpendicular to said vertical plane to steer said boat.

3. In a boat having an inboard motor and a transom with an opening therethrough, the combination comprising an outboard drive interengaged with said motor to form a unitary assembly, said outboard drive extending downwardly and rearwardly through said opening in its operative position, said drive having a longitudinal axis positioned obliquely with respect to its propeller axis,

mounting means for supporting said unitary assembly for universal pivotal movement adjacent said opening, means,

for transmitting propulsion forces from said drive to said boat, said last mentioned means comprising an upper stop means positioned within said boat and a lower stop means positioned without said boat, said stop means being spaced vertically from said horizontal pivot axis when said drive is in its operative position, and said upper and lower stop means abutting said unitary assembly and said transom to transmit propulsion forces to said transom when said drive is in its operative position and said'boat is propelledin a forward direction.

The combination set forth in claim 3 wherein at least one of said stop means is resilient.

5. The combination set forth in claim 3 wherein said horizontal pivot axis is closely adjacent a line connecting said two stop means.

v 6. In a boat having an inboard motor and a transom with an opening therethrough, the combination comprising an outboard drive extending downwardly and rearwardly through said opening when said drive is in its operative position, mounting means for supporting said outboard drive on said transom for universal pivotal movement adjacent said opening, said drive having a gear box at its rearward end and a puller type, screw propeller located forward of said gear box, said propeller having its rotational axis generally horizontal when said drive is in its operative position, and said propeller being located in a substantially vertical plane closely adjacent to and rearwardly of a vertical steering axis of said mounting means when said drive is in its operative position.

7. In a boat having an inboard motor and a transom with an opening therethrough, the combination comprising an outboard drive interengaged with said motor to form a unitary assembly, said outboard drive extending downwardly and rearwardly through said opening in its operative position, said drive having a longitudinal axis positioned obliquely with respect to its propeller axis, mounting means for supporting said unitary assembly for universal pivotal movement adjacent said opening, means: for transmitting propulsion torque about a transverse horizontal pivot axis of the universal pivot from said drive to said boat when said boat is propelled in a forward direction, said last mentioned means comprising a pair of stop means for resisting rotation of said drive about said horizontal pivot axis and for minimizing stress on said mounting means when said boat is propelled in a forward direction, eachof said stop means being spaced from each other and spaced from said horizontal pivot axis, eachof said stop means interengaging said drive with said boat when said boat is propelled in a forward direction.

8. The combination set forth in claim 7 wherein one of said stop means is within said boatand the other is without said boat.

9. The combination set forth in claim 7 wherein said mounting means further includes releasable locking means for preventing vertical pivotal movement between said transom and said unitary assembly when said drive is in its operative position and said boat is propelled in a reverse direction.

10. The combination set forth in claim 7 wherein said propeller axis and said longitudinal axis of said outboard drive are positioned at substantially forty-five degrees and said propeller axis is substantially horizontal when said outboard drive is in its operative position.

11. In combination an outboard drive, an inboard motor, and a boat having a transom, said transom having an opening therethrough, said drive and said motor being engaged to form a unitary assembly, said drive extending downwardly and rearwardly through said opening when said drive is in its operative position, means on said boat for swingably supporting said unitary assembly for universal pivotal movement whereby said drive is swingable in a substantially vertical plane to'raise and lower said drive and said drive is swingable in'a plane substantially perpendicular to said vertical plane to steer said boat, said drive comprising a gear box exterior of said transom, a drive shaft having'one end journalled in said gear box and the other end extending through said opening and operatively connected to said motor to be driven thereby, a propeller shaft journalled in said gear box, said'propeller shaft being positioned obliquely to said drive shaft and extending forwardly of said gear box, a puller-type propeller mounted on the forward extension of said propeller shaft, first transfer gear means in said gear box for connecting said shafts for rotation in opposite directions, second transfer gear means for connecting said shafts for rotation in the same directions, and .eans for selectively establishing a driving connection between said shafts through said first or said second transfer gear means. i 12. The combination set forth in claim 11 wherein said propeller shaft and said drive shaft have longitudinal axes that intersect at an included angle of less than ninety degrees.

13. The combination set forth in claim 12 wherein said included angle is substantially forty-five degrees. 14. The combination set forth in claim 11 wherein said first transfer gear means is a forward drive, said second transfer gear means is a reverse drive and said nonrotatably connecting means comprises a one-way clutch means for preventing idling rotation of said reerse drive when said forward drive is engaged.

15. The combination set forth in claim 14 wherein said one-way clutch. comprises an inner race driven by said fourth bevel gear, an outer race nonrotatably mounted on. said propeller shaft, said outer race being coaxial with, spaced radially from, and rotatable about said inner race, a plurality of coupling means within said radial spacing for interengaging said races for co-rotation when said fourth bevel gear is driven by said drive shaft.

16. The combination set forth in claim .15 wherein said coupling means are'responsive to centrifugal force tointerengage said races.

17. The combination set forth in claim 11 wherein said first transfer gear means comprises a first bevel gear rotatably mounted on said drive shaft and a second bevel gear nonrotatably mounted on said propeller shaft, said second transfer means comprising a third bevel, gear rotatably mounted on said drive shaft, and a fourth bevel gear mounted on said propeller shaft, an idler gear meshing with said third and fourth gears, a shiftable clutch plate nonrotatably mounted on said drive shaft, said plate being axially slidable on said one shaft into and out of engagement with said first and third bevel gears to selectively establish a driving connection betweensaid drive shaft and said first andthird bevel gears, and means for nonrotatably connecting said fourth bevel gear to said propeller shaft when said second transfer gear means is engaged.

18.The combination set forth in claim 17 wherein said idler gear is supported on a third shaft journalled in said gear box, said propeller shaft, said drive shaft, and said third shaft have intersecting longitudinal axes, and said propeller shaft axis and said drive shaft axis intersect at an acute included angle.

19. The combination set forth in claim 11 wherein said drive has an exhaust port opening rearwardly of said gear box and in substantially axial alignment' with said propeller.

References Cited in the file of this patent UNITED STATES PATENTS (Uther references on following page) UNITED STATES PATENTS Gettelman May 30, 1916 Ahnemann Oct. 21, 1919 Caille et a1. Jan. 1, 1924 Vincent Aug. 11, 1925 Schrnitt Nov. 2, 1926 Prigg Aug. 5, 1930 Haussmann Dec. 9, 1930 Peck Mar. 28, 1933 Irgens Oct. 31, 1933 10 10 Crosley Dec. 15, 1936 Williams Aug. 24, 1937 Beckford July 4, 1939 Jackson Aug. 10, 1943 Daniels Oct. 9, 1962 North June 9, 1964 FOREIGN PATENTS France Nov. 15, 1950 Great Britain Aug. 12, 1959 Italy Nov. 20, 1956 

1. AN OUTBOARD DRIVE FOR USE WITH A BOAT HAVING AN INBOARD MOTOR AND A TRANSOM WITH AN OPENING THERETHROUGH, SAID DRIVE HAVING A MOTOR MOUNTING END PORTION FOR SUPPORTING SAID MOTOR FOR CO-MOVEMENT THEREWITH, AND A PROPELLER MOUNTING END PORTION, MOUNTING MEANS FOR SUPPORTING SAID DRIVE ON SAID TRANSOM OF SAID BOAT FOR UNIVERSAL PIVOTAL MOVEMENT ABOUT AXES CLOSELY ADJACENT SAID OPENING, SAID OUTBOARD DRIVE EXTENDING DOWNWARDLY AND REARWARDLY FROM SAID MOTOR MOUNTING END PORTION THROUGH SAID OPENING WHEN SAID DRIVE IS IN ITS OPERATIVE POSITION, SAID MOUNTING MEANS COMPRISING A BASE PLATE ADAPTED TO BE SECURED TO AND SUPPROTED BY SAID TRANSOM, A FIRST PAIR OF OPPOSED PIVOTS MOUNTED ON SAID BASE PLATE, A GIMBAL RING PIVOTAL ON SAID FIRST PAIR OF OPPOSED PIVOTS, AND A SECOND PAIR OF OPPOSED PIVOTS MOUNTED ON SAID RING PERPENDICULAR TO SAID FIRST PIVOTS, SAID OUTBOARD DRIVE BEING PIVOTAL ON SAID SECOND PAIR OF OPPOSED PIVOTS WHEREBY WHEN SAID MOTOR IS MOUNTED ON SAID DRIVE AND SAID BASE PLATE IS SECURED TO SAID TRANSOM, SAID MOTOR IS SUPPORTED ON SAID TRANSOM BY SAID DRIVE AND SAID MOUNTING MEANS. 